Adjustable support structure for vehicle cargo bed extension

ABSTRACT

This invention relates to an apparatus, system and method for adjustable support of an extension of a vehicle cargo bed. The apparatus provides a range of horizontal, vertical, diagonal and angular adjustment of a vehicle cargo bed extension deck so as to accommodate a wide variety of differently designed and dimensioned vehicles and provides other features promoting reliability and safety while minimizing unwanted vibration during use.

CROSS REFERENCE TO RELATED PATENT APPLICATION(S)

This herein document is a continuation and non-provisional utilitypatent application that claims priority and benefit to co-pending U.S.non-provisional patent application having Ser. No. 13/407,367, which wasfiled on Feb. 28, 2012 and entitled “Adjustable Support Structure forVehicle Cargo Bed Extension”.

The aforementioned non-provisional patent application having Ser. No.13/407,367 claimed priority and benefit to, then U.S. provisional patentapplication Ser. No. (61/447,613) that was filed on Feb. 28, 2011 andentitled “Adjustable Support Structure for Extension of a Vehicle CargoBed”. The aforementioned Ser. No. 13/407,367 also claimed priority andbenefit to, then U.S. provisional patent application Ser. No. 61/553,624that was filed on Oct. 31, 2011 and entitled “Adjustable SupportStructure for Vehicle Cargo Bed Extension”. This herein continuation andnon-provisional patent application claims priority and benefit to all ofthe above referenced patent applications. All of the above referencedpatent applications are incorporated herein by reference in theirentirety.

CROSS REFERENCE TO PATENT APPLICATION(S) INCLUDING RELATED SUBJECTMATTER

This patent application includes subject matter that is similar to thesubject matter that is included within U.S. Pat. No. 6,648,391, that istitled “Truck Bed Extension Device” to Whiteford et al. and that wasissued Nov. 18, 2003. The aforementioned patent is herein incorporatedby reference in its entirety.

This patent application includes subject matter that is similar to thesubject matter that is included within U.S. Design Pat. No. D441,340,that is titled “Truck Bed Extension” to Whiteford et al. and that wasissued May 1, 2001. The aforementioned patent is herein incorporated byreference in its entirety.

FIELD OF THE INVENTION

This invention relates to an apparatus, system and method for adjustablesupport of an extension of a vehicle cargo bed. The apparatus provides arange of horizontal, vertical, diagonal and angular adjustment of avehicle cargo bed extension deck so as to accommodate a wide variety ofdifferently designed and dimensioned vehicles and provides otherfeatures promoting reliability and safety while minimizing unwantedvibration during use.

BRIEF DESCRIPTION OF THE DRAWINGS

The objects and features of the invention can be better understood withreference to the claims and drawings described below. The drawings arenot necessarily to scale, and the emphasis is instead generally beingplaced upon illustrating the principles of the invention. Within thedrawings, like reference numbers are used to indicate like partsthroughout the various views. Differences between like parts may causethose like parts to be each indicated by different reference numbers.Unlike parts are indicated by different reference numbers.

FIGS. 1A-1C illustrate a side view of an embodiment of a lower supportapparatus for attachment to a vehicle including a cargo bed structure.

FIGS. 2A-2B illustrates an end view of the embodiment of the firstsegment of the lower support apparatus of FIG. 1 and an end view of avehicle hitch.

FIG. 3 illustrates a side view of the embodiment of the apparatus ofFIG. 1 being configured with the deck support unit folded upwards.

FIG. 4 illustrates a top view of an embodiment of a deck that isattachable to the lower support apparatus.

FIG. 5 illustrates the dimensions of a rear view perspective of anembodiment of the deck.

FIG. 6 illustrates an end view of an embodiment of the hinged secondsegment of the deck support unit.

FIG. 7 illustrates an end view of an embodiment of the third segment ofthe deck support unit.

FIG. 8 illustrates a side cross-sectional view of an embodiment of thedeck (section A-A)

FIGS. 9A-11K illustrate other embodiments of an apparatus for attachmentto a vehicle including a cargo bed structure and accessories to attachthereto.

FIGS. 12A-12B each illustrate a side view of an embodiment of theapparatus of FIG. 9A that is attached to a vehicle.

DETAILED DESCRIPTION OF THE INVENTION

FIGS. 1A-1C illustrate a side view of an embodiment of a lower supportapparatus for attachment to a vehicle including a cargo bed structure.This embodiment includes a first segment 110, a second segment 120 and athird segment 130. The third segment 130 functions as a deck supportunit 130 for physically engaging and supporting a deck component 170(See FIGS. 4-5). The deck 170 is designed for carrying cargo extendingbeyond a cargo bed area of a vehicle (not shown).

As shown, a first segment 110 includes a horizontal portion 111 a and anon-horizontal portion 111 b and has a first end 110 a and a second end110 b. The horizontal portion 111 a including the first end 110 a thatis designed to be attachable to a hitch (not shown here) that is fixedlyattached to a vehicle (not shown). The non-horizontal portion 111 bincluding the second end 110 b is designed to attach to the secondsegment 120 (Also see FIG. 6). The first end 110 a is designed toslidably engage the hitch along a first axis 150. The first segment 110has a long dimension that is parallel to axis 150.

A sliding position of the first segment 110 relative to the hitch isadjustable and lockable in a direction along the first axis 150. Lockingholes 112 a-112 d are manufactured within the first segment 110 toenable the sliding position to be locked via a threaded locking bolt(threaded ⅝ inch bolt) (not shown) that is designed to be insertedthrough a locking hole in the hitch (not shown) and through one of thelocking holes 112 a-112 d within the first segment 110. Each one of theadjustment holes 112 a-112 d can be positioned to slide within and alignto an adjustment hole of the hitch (See FIG. 2B), as a prerequisite stepto inserting the threaded locking bolt through the locking hole of thehitch and through a locking hole 112 a-112 d of the first segment 110.

As shown, the second segment 120 has a long dimension that is orientedin a diagonal (non-horizontal) direction that is parallel to diagonalaxis 152 and has a first end 120 a and a second end 120 b. The first end120 a of the second segment is designed to slidably engage the secondend 110 b of the first segment 110. The first end 120 a of the secondsegment includes locking holes 116 a-116 b which are designed to eachslide within and align with one of the adjustment holes 114 a-114 c ofthe second end 110 b of the first segment 110, as a prerequisite step toinserting the threaded locking bolt through one of the locking holes ofthe second segment 116 a-116 b and through a locking hole 114 a-114 c ofthe first segment 110.

The second segment 120 and the third segment 130, are connected by ahinge mechanism 140. The hinge mechanism 140 is designed to adjust anorientation of the third segment 130, which functions as and is referredto herein as a deck support unit 130 for extension of a cargo bed (notshown) of the vehicle (not shown). The hinge 140 attaches the second end120 b of the second segment 120 to a first end 130 a of the thirdsegment (deck support unit) 130. As properly installed onto a vehicle,the deck support unit 130 of the apparatus 100 and a deck 170 that isattached on top of the deck support unit (See FIGS. 4-5) issubstantially parallel to a geometric plane defined by a floor area ofthe cargo bed. Locking holes 118 a-118 d are employed to adjust asliding position of the deck 170 onto the third segment 130. The thirdsegment 130 has a long dimension that is parallel to axis 154.

A position of the hinge mechanism 140 can be defined by an interiorangle 142 a and/or an exterior angle 142 b. As shown, when properlyinstalled, the interior angle 142 a is smaller than the exterior angle142 b. When adjusting the hinge 140, as the interior angle 142 a becomeslarger the exterior angle 142 b becomes smaller.

The size of the interior angle 142 a is adjustable and lockable via anadjustment link 144. As shown in this embodiment, the adjustment link144 is manufactured with a ring at each end. Each ring is generallycircular in shape and is designed to engage a pin (like a large bolt)that can protrude (not shown here) through each of the hinge angleadjustment holes 146 a-146 b at locations 146 a-146 b. A first pin(large bolt) 148 a (not shown here) protrudes through hole 146 a whichis proximate to the second end 120 b of the second segment 120. A secondpin (large bolt) 148 b (not shown) protrudes through hole 146 b which isproximate to the first end 130 a of the third segment 130. In someembodiments, the first and second pin are clevis type pins.

As also shown in this embodiment, the adjustment link 144 has a longdimension that is adjustable via a threaded connection between (2)separate portions 144 a-144 b of the adjustment link 144, that slidealong a same axis that is parallel to the long dimension of theadjustment link 144. When these (2) portions 144 a-144 b are screwed ina direction closer to each other, the long dimension of the adjustmentlink 144 is shortened, and when these (2) portions 144 a-144 b arescrewed in a direction farther apart, the long dimension of theadjustment link 144 is elongated.

The adjusted length of the adjustment link 144 sets the interior angle142 a of the hinge 140. That is, the more elongated the length of theadjustment link 144 the larger the interior angle 142 b of the hinge140, while the more shorter the length of the adjustment link 144 thesmaller the interior angle 142 b of the hinge 140.

As properly installed onto a vehicle, the deck support unit 130 of theapparatus 100 is substantially parallel to a plane defined by the floorarea of the cargo bed deck. For proper installation upon each separateand different vehicle, the proper sliding engagement position betweenthe first segment 110 and the second segment 120 may vary and the properangle of the hinge 140 may also vary. Also the proper sliding engagementposition between the first segment 110 and the vehicle hitch may alsovary.

Hence, the sliding engagement between the first segment 110 and thesecond segment 120, the sliding engagement between the second segment120 and the first segment 110 and the angle of orientation between thesecond segment 120 and the third segment (deck) 130 via the hinge 140,enables the lower support unit apparatus 100 to adjust to a wide varietyof vehicles, while supporting a substantial load for each proper anddifferent installation.

FIG. 1C shows a variation of the embodiments of FIGS. 1A-1B wherein thefirst segment 110 is elongated and further attaches a ball hitch 150 toaccommodate towing, of a trailer for example. This embodiment alsoincludes an additional structural member 160 to better support adiagonal portion 111 b of the first segment 110.

FIGS. 2A-2B illustrates an end view 110 a of the embodiment of the firstsegment 110 of the lower support apparatus 100 of FIG. 1 and an end viewof a vehicle hitch 230. The first segment 110 is designed to be insertedinto a cavity of a vehicle hitch 230.

The first segment 110 is constructed from a metal tube 210 having asubstantially square cross-section. In this embodiment, the metal isreferred to as cold rolled steel. The metal tube 210 has outsidedimensions (OD) that measure 2.0 inches vertical (high) and 2.0 incheshorizontal (wide), as shown in this view. The thickness of the metaltube 210 is 0.25 inches. Hence, the metal tube 210 has inside dimensions(ID) that measure 1.5 inches vertical (high) and 1.5 inches horizontal(wide), as shown in this view.

There are (4) threaded adjustment holes 112 a-112 d that are located onthe right side of the first segment 110, as shown in this view and thatare shown in FIG. 1A. There are (4) un-threaded adjustment holes 162a-162 d that each align with adjustment holes 112 a-112 d respectively,and that are located on the left side of the first segment 110 as shownin this view and that are not shown in FIG. 1A. These adjustment holes112 a-112 d and 162 a-162 d are sized to accommodate a ⅝ inch diameterthreaded bolt of 3 or more inches in length.

The vehicle hitch 230 for which it is inserted has a rectangular insidecross-section of slightly more than 2 inches vertical (high) and 2.0inches horizontal (wide). In one embodiment, the vehicle hitch insidecross-section is 2 plus 85/1000 inches vertical (high) and 2 plus85/1000 of an inch horizontal (wide).

Notice that the right side of an inside portion 208 of this firstsegment 110 has a metal bar 212 that is spot welded onto an inner rightside of the outer metal tubing 210. Absent the metal bar 212, thecross-section of the inside portion 208 of this metal tube 210 measures1.5 inches vertical and 1.5 inches horizontal. The metal bar 212 has ahorizontal width dimension equal to 3/16 inches. Hence, with the metalbar 212 installed, the cavity cross-section 218 of this metal tube 210measures 1.5 inches vertical and 1 5/16 inches horizontal.

The metal bar adds 3/16 inches of thickness, (also referred to herein asadditional material to provide for a depth extended threaded hole) ofthe right side wall to provide more structural material (metal) throughwhich to bore threads for engaging a threaded bolt and for attaching thefirst segment 110 to the vehicle hitch 230. To attach to the vehiclehitch 230, a threaded bolt is inserted through an unthreaded hole 232a-232 d of the hitch 230, and passed through an unthreaded hole 162a-162 d of the first segment 110 and is threaded through a correspondingthreaded hole 112 a-112 d of the first segment 110 and passed through anunthreaded hole 262 a-262 b of the vehicle hitch 230. This techniqueincorporated throughout the apparatus 100, 900 provides much addedstrength without much added weight.

Turning the bolt in the above described manner through the threadedholes 112 a-112 d moves and presses the first segment 110 towards andagainst the left inner side wall of the hitch 230. Tightening the boltpresses the first segment 110 tightly against left inner side wall ofthe hitch 230, in order to minimize vibration and wobble between thehitch 230 and the first segment 110, when the hitch 230 and lowersupport unit 100 are in use.

In this embodiment, note that the adjustment holes 112 a-112 d arethreaded and the adjustment holes 162 a-162 d are not threaded. In otherembodiments, at least some of the adjustment holes 112 a-112 b are notthreaded and some corresponding adjustment holes 162 a-162 d arethreaded. Likewise adjustment holes 114 a-114 c, which are proximate tothe second end of the first segment 110 b, are also threaded in the samemanner as shown here and correspond to non-threaded adjustment holesthat are located on an opposite side of the first segment 110, likeshown herein FIG. 2A.

FIG. 3 illustrates an embodiment of the apparatus 100 being configuredwith the third segment (deck support segment) 130 folded upwards whennot in use. When attached to the deck 170 (See FIG. 4), the deck itself170 would also be oriented upwards while attached to the third segment130. The embodiment shown here includes a different type of adjustmentlink 144 x than shown in FIG. 1. The adjustment link 144 x shown here isdesigned to have a fixed length as opposed to the adjustable length ofthe adjustment link 144 of FIG. 1.

As shown, the adjustment link 144 x, is a one piece rigid component madeof metal and having an angled shape like that of a boomerang. In thisembodiment, this component includes (2) substantially straight portionsthat join at an angle to form its 144 x angled shape. The angledadjustment link 144 x shown here is designed to separate the hingeadjustment holes 146 a-146 b at a fixed distance so that a longdimension of the third segment 130 is oriented in a substantiallyvertical direction, which is a direction that is substantially parallelto the direction of gravity, while the first, second and third segmentsare attached to each other and installed onto a vehicle.

Other embodiments of the adjustment pin are each manufactured as (1)straight segment having a length that is likewise, designed to separatethe hinge adjustment holes 146 a-146 b at a fixed distance in order toperform a fine adjustment to a substantially horizontal position of thelong dimension of the third segment 130, while it 130 is attached to thesecond segment 120 via the hinge mechanism 140, and while the first,second and third segments are attached to each other and installed ontoa vehicle. The horizontal position is perpendicular to the direction ofgravity. For example, the length of each of these different straightadjustment link 144 x embodiments is designed to position the thirdsegment 130 to be tilted at an angle between 0, 2, 4 and 6 degreesrelative to a horizontal orientation.

For example, when the third segment 130 is at a −2 degree angle, adistal end 130 b would be lower than at a 0 degree angle relative to ahorizontal orientation. Likewise, when the third segment 130 is at a 2degree angle, a distal end 130 b would be higher than a 0 degree anglerelative to a horizontal orientation.

The orientation of a deck 170 will change in response to carrying asubstantial load, such as for example 500 pounds. Setting a 2, 4 or 6degree angular orientation of the deck 170 before it is carrying a load,may enable the deck 170 to arrive at a horizontal angular orientationwhen carrying a substantial load. This change in angular orientation isdependent upon the design of the vehicle and its associated vehiclehitch 230. Hence, the angular orientation of the deck in response tocarrying a substantial load can be anticipated and such an angularadjustment prior to carrying the load can provide an improved deckangular orientation when later carrying a substantial load.

The length of each of these straight segments is designed to adjust anangle of the third (deck support) segment relative to the direction ofgravity. The length of this segment separates the hinge adjustment holes146 a-146 b at a fixed distance to adjust an angle of the third (decksupport) segment relative to the direction of gravity.

In some embodiments, the length of this segment is designed to fixedlyseparate the position the adjustment holes 146 a-146 b in order toadjust a position of a long dimension of the third segment 130 to be ata horizontal angle, which is perpendicular to the direction of gravity,when the first, second and third segments are attached to each other andinstalled onto a vehicle.

For the embodiment shown, the length 311 a of the horizontal portion 111a of the first segment 110 is 15 inches, the length of 311 b of thenon-horizontal (diagonal) portion is 19.25 inches, the length 320 of thesecond segment 120 is 9 plus 1/16 inches, and the length 330 of thethird segment is 21 inches.

For this embodiment, there is a minimum overlap between the firstsegment 110 and the second segment 120 equal to 3 inches and a minimumnon-overlap equal to 1 inch. As a result, for this embodiment a minimumdiagonal extension is approximately 20.25 (19.25+1 inches) inches whenthe second segment 120 is slid over the first segment 110 to the maximumextent. And for this embodiment, the maximum diagonal extension isapproximately 25.3125 (19.25+9.0625-3) inches when the second segment120 is slid over the first segment 110 to the minimum extent

Hence, the diagonal extension range is approximately 5 inches. Giventhat the diagonal extension shown here is at a 45 degree angle abovehorizontal, the vertical range component of the diagonal extension rangeis approximately 3.5 inches. Likewise, given that the diagonal extensionshown here is at a 45 degree angle above horizontal, the horizontalrange component of the diagonal extension range is approximately 3.5inches.

In other embodiments, the first segment 110 and/or the second segment120 are elongated beyond the embodiment shown here to realize a largerrange of diagonal, vertical and horizontal extension to furtheraccommodate various vehicle and truck designs. Or alternatively, thefirst segment 110 is shortened while the second segment is elongated.

In another embodiment, the length of the second segment is extended to15.125 inches from 9.125 inches, and the minimum overlap is equal to 4inches and the minimum non-overlap remains equal to 1 inch. For thisembodiment a minimum diagonal extension remains equal to 20.25 incheswhen the second segment 120 is slid over the first segment 110 to themaximum extent. In this embodiment, the maximum diagonal extension isapproximately 30.3125 inches when the second segment 120 is slid overthe first segment 110 to the minimum extent.

Hence, the diagonal extension range is approximately 10 inches. Giventhat the diagonal extension remains equal to a 45 degree angle abovehorizontal, the vertical range component of the diagonal extension rangeis approximately 7 inches. Likewise, given that the diagonal extensionshown here is at a 45 degree angle above horizontal, the horizontalrange component of the diagonal extension range is approximately 7inches.

In the embodiment shown, a range of adjustment between adjustment holes112 a-112 d is at least 5 inches and a range of adjustment of betweenadjustment holes 118 a-118 d is at least 8 inches. Other embodiments canexpand these adjustment ranges. FIG. 4 illustrates the dimensions of anembodiment of a deck 170 attached to the lower support apparatus 110from a top-down viewing perspective. As shown from this viewingperspective, this embodiment has beveled corners 432 a-432 b along itsrear side that is located farthest from the hitch 230 (not shown here).The deck 170 has an upper surface (shown from this perspective) and alower surface (not shown from this perspective). The deck 170 issupported via engagement with the third segment 130 (See FIGS. 1A-1C)along its lower surface (See FIG. 5). A top view of a front safety rail532, a top view of a rear safety rail 536, a top view of a right sidesafety rail 538 a and a top view of a left side safety rail 538 b, arealso shown.

For the embodiment shown, a length 486 of a rear edge of the deck 170 is51 inches, a length 482 of a front edge of the deck 170 is 61 inches, alength 488 b of a left side edge of the deck 170 is 19 plus 1/16 inchesand a length 488 a of distance from the rear edge to the font edge ofdeck 170 is 19 plus 1/16 inches.

FIG. 5 illustrates the dimensions of a rear view perspective of anembodiment of the deck 170. As shown from this perspective, thisembodiment includes removable safety rail 532 and traffic signalinglights 584 a-584 b and a lower support unit engagement member 530. Asshown, a lower support unit engagement member 530, is a rectangular tubelike structure that is dimensioned so that the third segment 130 of thelower support unit 100 can slide into it 530 and be locked at a slidingposition via locking adjustment holes and bolts 118 a-118 d locatedwithin the third segment 130 and locking adjustment holes located withinthe lower support unit engagement member 530 (not shown here), toprovide support to the deck 170. The engagement member 530 is sized andshaped like the vehicle hitch 230 (See FIG. 2B) and the sliding positionis adjusted and locked as described between the vehicle hitch 230 andthe first segment 110, as described in association with FIG. 2A.

FIG. 6. illustrates a view of an end 120 b of an embodiment of thesecond segment 120 of the deck support unit. This end 120 b constitutesone side of a hinge mechanism 140. As shown in FIGS. 1A-1B, the secondsegment 120 is designed to slide over and fixedly attach to a distal end110 b of the non-horizontal portion 111 b of the first segment 110 ofthe deck support unit 100. As shown, the second segment 120 includes (4)adjustment holes 116 a-116 b. that can be aligned with the adjustmentholes 114 a-114 c of the non-horizontal portion 111 b of the firstsegment to adjust a sliding position. The sliding position is adjustedand locked in the same manner as described for the sliding positionbetween the vehicle hitch 230 and the first segment 110, as described inassociation with FIG. 2A.

FIG. 7. illustrates a view of an end 130 a of an embodiment of thesegment 130 of the deck support unit 100. This end 130 a constitutes oneside of a hinge mechanism 140 that is opposite end 120 b of the secondsegment 120. Adjustment holes 118 a-118 d of the third segment 130 areemployed while sliding the lower support unit engagement member 530 ofthe deck 170 (FIGS. 4-5) over end 130 b and along the outside surface ofthe third segment 130. The sliding action starts by inserting end 130 bof the third segment 130 into the lower support unit engagement member530 of the deck 170, like the first segment 110 is slide into thevehicle hitch 230. At least one adjustment hole 818 (See FIG. 8) of thelower support unit engagement member 530 is aligned with one of theadjustment holes 118 a-118 d of the third segment 130. The slidingposition is adjusted and locked in the same manner as described for thesliding position between the vehicle hitch 230 and the first segment110, as described in association with FIG. 2A.

FIG. 8 illustrates a cross-sectional view of an embodiment of the deck170. From this view, a cross-section of the lower support unitengagement member 530 and right side safety rail 538 a are visible. Anadjustment hole 818 that is located within the lower support unitengagement member 530, is also visible. The adjustment hole 818 isconfigured to be aligned with one of the adjustment holes 118 a-118 d ofthe third segment 130 of the lower support unit 100 (See FIGS. 1A-1B and7) or of the third segment 930 of the lower support unit 900 (See FIG.9A), as described above in association with FIG. 7.

FIG. 9A illustrates another second embodiment of a lower support unitapparatus 900 for attachment to a vehicle including a cargo bed. Theapparatus 900 shown here is designed to function like the firstembodiment of the lower support unit apparatus 100 of FIG. 1. However,the design of this second embodiment of the lower support differs insome respects as compared to the design of the first embodiment of thelower support FIG. 1.

Notice that this second embodiment 900 is shown from a differentperspective view than the first embodiment 100 of FIG. 1 and instead,its first segment 910 is shown as being located on a lower right handside and its third segment 930 is shown as being located on a left handside with respect to the viewing perspective of FIG. 9A. Conversely, thefirst embodiment 100 of FIG. 1 is shown where the first segment 110 isshown as being located on a lower left hand side and its third segment930 is shown as being located on a right hand side with respect to theviewing perspective of FIG. 1. Like the first embodiment 100 of FIG.1A-1B, the second embodiment of FIG. 9 is shown with its second segment920 sliding over and physically engaging its first segment 910.

Also shown, this second embodiment includes an embodiment of a slidingadjustment plate 944 that is substituted for the adjustment link 144 ofthe first embodiment of FIG. 1. The sliding adjustment plate 944, alsoreferred to herein as the adjustment plate 944 or adjustment link 944,includes (6) adjustment holes 940 a-940 f. The hole 940 a is shown asbeing currently employed for attachment between the adjustment plate 944and the third segment 930. Another hole 940 b-940 e can alternatively beselected and employed for attachment between the adjustment plate 944and the third segment 930. The hole 940 c is shown as being currentlyemployed for attachment between the adjustment plate 944 and the secondsegment 920. Another hole 940 b-940 f can alternatively be selected andemployed for attachment between the adjustment plate 944 and the secondsegment 920.

Note that although adjacent holes 940 a-940 f appear to be equidistant,the distance between these pairs of holes 940 a-940 f are not requiredto be equidistant so to provide fine adjustment to and angle oforientation of the third segment 930. For example, setting an angle oforientation of the third segment 130 to be 2 degrees above horizontal,then a first pair of adjustment holes can be selected. To set an angleof orientation of the third segment 130 to be 6 degrees abovehorizontal, then a second pair of adjustment holes are selected. As aresult, other pairs of holes are assigned for linking between the thirdsegment 930 and the second segment 920 to effect different angles oforientation of the third segment 130 and an attached deck 170.

As described above, the attachment plate 944 is designed to permitadjustment of an angled pitch of the third segment 930 relative to thefirst 910 and second 920 segments. For example, in some embodiments, theoutside end 932 of the third segment 930 can be lifted or lowered to addor subtract pre-determined increments of an angle of pitch for the thirdsegment 930 relative to a substantially horizontal pitch, as shown inFIG. 9A.

For example and as shown, the attachment plate 944 enables the thirdsegment 930 to be oriented substantially horizontal and parallelrelative to the surface of the earth (substantially level) and parallelrelative to an angle of orientation of the lower most portion of thefirst segment 910 that is designed to be fixedly attached to a vehiclehitch. As shown, the pitch of the third segment 930 is also referred toherein as being a substantially level pitch.

Alternatively, the second segment 920 can be adjusted to attach toanother hole within the attachment plate 944. For example, in someembodiments, attaching the second segment 920 to the attachment plate944 via the hole 940 d instead of via the hole 940 c (as shown)increases the angle pitch of the third segment 930 by for example insome embodiments by (2) degrees, and thereby causing the outside end 932of the third segment 930 to raise slightly higher than as shown. Or forexample, in some embodiments, attaching the second segment 920 via thehole 940 b instead of via the hole 940 c (as shown) lowers the anglepitch of the third segment 930 by for example in some embodiments, (2)degrees, and thereby causing the outside end 932 of the third segment930 to drop slightly lower. Hence, the attachment plate 944 can bedesigned to adapt to a variety of vehicle designs to maximize precisepositioning of the vehicle bed extension.

In some embodiments, attaching the second segment 920 to the hole 940 fincreases the angle pitch of the third segment 930 by (90) degreesrelative to a horizontal pitch and thereby causing the outside end 932of the third segment 930 to sufficiently raise to cause the pitch of thethird segment 930 to be oriented substantially vertical andperpendicular relative to a the lower most portion of the first segment910 (Also See FIG. 3). When oriented in a substantially verticalposition, the third segment 930 can function to interface with one ormore accessories in order to carry different types of items in differentways as compared to when it 930 is oriented in a substantiallyhorizontal position.

Also notice that in this embodiment, the quantity of and/or location ofthe adjustment holes 912 a-912 e of the first segment, 914 a-914 c (SeeFIG. 9B) and of the adjustment holes 916 a-916 c of the second segmentand of the adjustment holes 918 a-918 f of the third segment of thissecond embodiment of FIG. 9, may differ in some respects with thequantity and/or location of the adjustment holes 112 a-112 d, 114 a-114c, 116 a-116 b and 118 a-118 d of the first embodiment of the lowersupport of FIG. 1.

Note that within this second embodiment of FIG. 9A, the adjustment holes914 a-914 c (Best seen in FIG. 9B) of the upper portion of the firstsegment 910 are obstructed from view by the second segment 920 which isshown as having been slid over the upper portion of the first segment910.

FIG. 9B illustrates a close-up perspective view of the entire firstsegment 910 of the second embodiment of the lower support unit. Theadjustment holes 914 a-914 c of the upper portion of the first segment910 of the lower support unit 900 are visible and not obstructed fromview by the second segment 920, as shown in FIG. 9A. Notice that theadjustment holes 912 a-912 e of the lower portion of the first segment910 and that the adjustment holes 914 a-914 c of the upper portion ofthe first segment 910 are threaded and are designed to receive athreaded locking bolt as described with respect to the first embodimentof the lower support unit and in association with FIG. 2A.

FIG. 10A illustrates a perspective view of a second embodiment of a deck1070 that includes a removable side rails 1032, 1036, 1038 a-1038 b,repositionable tail light fixtures 1084 a-1084 b and a repositionablelicense plate fixture 1086. As shown, along a rear side of the deck 1070is attached a rotatable shaft 1080 which is attached to a left taillight support fixture 1084 a, and attached to a right tail light supportfixture 1084 b and attached to a license plate support fixture 1086. Therotatable shaft 1080 is designed to rotate and to alter a direction inwhich the tail light support fixtures 1084 a-1084 b and license platefixture 1086 face.

As shown, the deck 1070 is oriented horizontally for the purpose ofextending a cargo bed while carrying items. Also shown, the tail lightsupport fixtures 1084 a-1084 b and the license plate support fixture1086 are planar in shape and each oriented vertically and perpendicularto the orientation of the deck 1070, and facing towards traffic locatedtowards the rear side of the deck.

When not being employed for extending a floor of the cargo bed, thethird segment 130, 930 of the lower support apparatus 100, 900 can beoriented into a vertical position with or without an attached deck 170,1070 (See FIGS. 3 and 11C). When the deck 1070 is oriented in thisvertical position, the rear edge of the deck 1070 and the tail lightsupport fixtures 1084 a-1084 b and the license plate support fixture1086 located along the rear edge of the deck 1070 are lifted higher inelevation and are redirected to face upward. In this position, theorientation of tail light support fixtures 1084 a-1084 b and of thelicense plate fixture 1086 can create a risk of being not visible totraffic and creating an increased a risk of collision.

To address this problem, the rotatable shaft 1080 is rotatable so thatthe tail light support fixtures 1084 a-1084 b and the license platesupport fixture 1086 can continue to face traffic while the deck 1070 isoriented into vertical position.

FIG. 10B illustrates a close-up of the repositionable tail light fixture1084 a and the repositionable license plate fixture 1086. As shown, acircular shaped plate 1048 including a plurality of holes 1048 a-1048 bis fixedly attached to the rotatable shaft 1080 and rotates with therotatable shaft 1080. A stationary plate 1040 that is not fixedlyattached to the rotatable shaft and that does not rotate with therotatable shaft 1080 includes at least one spring loaded pin (not shown)that is designed to protrude through hole 1048 b while in the positionshown.

In preparation for orienting the deck 1070 into a vertical position, therotatable shaft 1080 can be rotated in a direction 1042 so that thespring loaded pin (not shown) protruding through hole 1048 b insteadprotrudes through hole 1048 a to enable the tail light fixtures 1084a-1084 b and the license plate fixture 1036 to be seen by traffic whilethe deck 1070 is oriented in a vertical position while attached to thevertically configured lower support unit 100, 900 (See FIGS. 3 and 11C).

In preparation for orienting the deck 1070 back into a horizontalposition, the rotatable shaft 1080 can be rotated in a direction 1044 sothat the spring loaded pin (not shown) protruding through hole 1048 ainstead protrudes again through hole 1048 b to enable the tail lightfixtures 1084 a-1084 b and the license plate fixture 1086 to be seen bytraffic while the deck 1070 is oriented in a horizontal position.

FIG. 10C illustrates a close-up of an attachment of a perimeter fence1032, 1036, 1038 a-1038 b to the deck 1070. As shown, a portion 1050 ofthe fence, also referred to herein as a fence post 1050, passes throughand attaches to a structural member 1072 of the deck 1070. Thestructural member 1072 is a rectangular tube having rectangularcross-section (not shown) through which a metal sleeve 1052 passesthrough a top surface and through a bottom surface (as shown here) ofthe structural member 1072. The metal sleeve 1052, also referred toherein as a bushing 1052, receives and enables the fence post 1050 topass through it 1052 and the structural member 1072 through which italso passes through.

A rubber o-ring 1054 is disposed between an upper portion of the bushing1052 a and the perimeter segment 1072 and is designed to dampentransmission of vibration between the deck 1070 and the fence 1050. Alynch pin (not shown) that is located near the bottom portion 1052 b ofthe bushing is employed to securely attach the fence post 1050 to thestructural member 1072 of the deck 1070.

FIG. 11A illustrates a side view of a t-bar accessory 1110 that isattachable to the lower support structure 900. As shown, a t-barstructure 1110, instead of the deck 1070, is attached to the thirdsegment 930 of the lower support structure 900. A first portion of thet-bar structure 1110, slides over and attaches to the third segment 930.The sliding position between the first portion of the t-bar 1110 and thethird segment 930 of the lower support unit is adjustable via adjustment(locking) holes 1112 of the first portion of the t-bar 1110 andadjustment (locking) holes of the third segment 918 a-918 f of the lowersupport unit. Adjustment locking bolts are employed for insertion into alocking hole 1112 of the t-bar 1110 and adjustment holes 918 a-918 f ofthe third segment 930 in order to lock the t-bar 1110 and the thirdsegment 930 into a sliding engagement position.

This configuration enables long dimensioned items, such as strips oflumber, metal or vinyl for example, to be supported in lengths exceedingthat which could be supported and carried by the cargo bed alone. Thet-bar 1110 includes a second sliding portion 1120 that is configured toslide into the first portion and to adjust a vertical height position ofthe t-bar 1110 and to lock the vertical height position via adjustmentholes 1126.

FIG. 11B illustrates a rear view of the t-bar accessory of FIG. 11A. Asshown, the t-bar 1110 can be further adjusted to set its overallhorizontal length and adjusted so that clearance is available either onits right or left side to load/remove items into and out of the cargobed that are not being supported by the t-bar 1110. As shown, one side1110 a (currently shown on left hand side from this viewing perspective)of the t-bar 1110 can be slid into its other side 1110 b (currentlyshown on right hand side from this viewing perspective) to provideaccess to the cargo bed on its left side while the t-bar supportsvarious items resting onto the right hand side of the cargo bed.Further, the entire t-bar 1110 can be rotated 180 degrees so that whatis shown from this perspective view on the right hand side and on theleft hand side are reversed, so that access to the cargo bed can be madeavailable on the right hand side while the t-bar 1110 supports variousitems resting onto the left hand side of the cargo bed.

FIG. 11 C illustrates a side view of the lower support structure 900that is configured so that its third segment 930 is oriented into avertical position without an attached deck 1070. When not being employedfor extending a floor of the cargo bed, the third segment 930 can beoriented into a vertical position with or without an attached deck 1030.Accessories are also attachable to the third segment 930 while beingvertically oriented as shown.

FIGS. 11D-11E illustrate a side view of the lower support structure 900that is oriented into a vertical position with an attached t-bar 1110accessory positioned above a tailgate (access door) 1114 to a cargo bed1116 of a vehicle. In this configuration, the t-bar 1110 can protect atail gate 1114 from physical contact with items being supported by thet-bar 1110. Furthermore, the tail gate 1114 can be opened or closedwhile the t-bar 1110 is in use. The tail gate 1114 is shown as beingclosed in FIG. 11D and shown as being opened in FIG. 11E.

FIG. 11F illustrates a side view of the lower support structure 900 thatis oriented into a vertical position with an attached bicycle rackaccessory 1120. As shown, the bicycle rack accessory 1120 is physicallyattached to the third segment 930 of the lower support structure 900,while the third segment 930 is not attached to the deck 170, 1070. Thebicycle rack 1120 extends away from a rear side of the cargo bed 1116and enables support of a plurality of bicycles while the cargo bed 1116can be used to carry other items.

FIG. 11G illustrates a side view of the lower support structure 900 thatis oriented into a horizontal position supporting a cargo bag accessory1124 and supporting another second embodiment of an attached bicyclerack accessory 1130. As shown, the cargo bag 1124 is supported on a deck170, 1070 at a location between the cargo bed 1116 and another secondembodiment of a bicycle rack assembly 1130.

The second embodiment of the bicycle rack assembly 1130 includes asmaller dimensioned (1.25 inch) metal tube 1132 that inserts into alarger dimensioned hollow tube 1134 that has a square cross-section,like the segments 110, 120 and 130 and that is located on a bottom sideof the deck 1070. The deck 170 is supporting the cargo bag 1124.

In one embodiment, the (female) hollow tube 1134 is actually the thirdsegment 930 with a welded interior metal bar like the metal bar 212 ofFIG. 2A to provide add structural material to bore threaded adjustmentholes like the threaded holes 112 a-112 d of FIG. 2A. In thisembodiment, the cavity within the third segment would be 1.5 inches highand 1.5 inches wide minus the 3/16 inch width metal bar, yielding 1 plus5/16 inch width cavity for which to insert the smaller dimensioned tube1132. In another embodiment, the hollow tube 1134 is a separatestructural segment apart from the third segment 930 supporting the deck170, 1070. Regardless, the adjustment holes employed within the (female)hollow tube 1134 and the adjustment holes of the smaller dimensionedtube 1132 are together slide adjusted, aligned and locked using the sametechnique employing at least one threaded adjustment hole as describedwith respect to the first embodiment of the lower support unit and inassociation with FIG. 2A, in order to minimize and/or eliminatevibration and wobble.

FIG. 11H illustrates a side view of the lower support structure 900 thatis oriented into a vertical position with an attached rack 1140 forsupporting carpet or linoleum. As shown, the rack 1140 is configured toslide over and physically attach to the third segment 930 of the lowersupport structure 900, while the third segment 930 is not attached tothe deck 170, 1070. The rack 1140 extends partially above the cargo bed1116 and is located above the lower support unit 900. In someembodiments, the rack 1140 spans horizontally (perpendicular to thedirection of gravity) about 8 feet parallel to a direction of movementof the vehicle and about 4 feet in depth perpendicular to a direction ofmovement of the vehicle. In some embodiments the rack is made fromaluminum and includes straps 1142 a-1142 b that are configured to securean object, such as a roll of vinyl flooring or carpeting.

FIG. 11I illustrates a side view of the lower support structure 900 thatis oriented into a vertical position with an attached rack 1150 forsupporting an item such as a kayak, for example. As shown, the rack 1150is configured to slide over and physically attach to the third segment930 of the lower support structure 900, while the third segment 930 isnot attached to the deck 170. The rack 1150 partially extends above thecargo bed 1116 and is located above the lower support unit 900. In someembodiments the rack is made from aluminum and includes straps 1152a-1152 b that are configured to secure an object, such as a kayak.

FIG. 11J illustrates a metal plate 1160 that can be installed onto thedeck 1070 to better distribute loads to be carried by the deck 1070. Inthis embodiment, the plate is made from ¼ inch thick aluminum and isattached via fasteners 1162 as shown.

FIG. 11K illustrates a barbeque grill 1170 that can be installedattached onto the deck 1070 for cooking food on the deck 1070.

FIGS. 12A-12B each illustrate a side view of an embodiment of theapparatus of FIG. 9A that is attached to a vehicle 1180.

Referring to FIG. 12A, an embodiment of the apparatus 900 is shown asbeing attached to the vehicle and configured so that the hinge portion140 of the apparatus 900 is substantially vertically flush with (havinga vertical elevation that is proximately equal to) an upper surface of afully opened tailgate 1114 of the vehicle 1180. The tailgate 1114 of thevehicle is designed to be vertically flush with (having a verticalelevation that is equal to) with a cargo bed structure 1116 of thevehicle 1180. Accordingly, the hinge portion 140 of the apparatus isalso substantially vertically flush with (having a vertical elevationthat is proximately equal to) the cargo bed structure 1116 of thevehicle 1180.

Referring to FIG. 12B, an embodiment of the deck 1070 is shown as beingattached to the apparatus 900 of FIG. 12A. An upper surface of the deck1070 is shown to have a slightly higher elevation relative to the uppersurface of the tailgate 1114. The upper surface of the deck 1070 iselevated by a small distance being equal to a height of the uppersurface of the deck 1070 relative to an upper surface of the thirdsegment (portion) 930 of the apparatus 900, when the deck 1070 isattached to the third segment (portion) 930 of the apparatus 900, asshown. Accordingly, the upper surface of the deck 1070 is shown to beslightly elevated above the cargo bed structure 1116.

As shown, the deck 1070 is unloaded. However, note that when asubstantial load is placed onto the upper surface of the deck 1070, adownward gravitational force is placed upon the deck 1070 and upon thesupporting apparatus 900, which can cause the vertical elevation of thedeck 1070 to lower by a small distance, and can also cause the verticalelevation of the upper surface of the deck 1070 to become more proximate(more flush) with that of the vertical elevation of the upper surface ofthe tailgate 1114, and more proximate (more flush) with the verticalelevation of the cargo bed structure 1116 itself.

This written description employs examples to disclose embodiments of theinvention, and also to enable a person skilled in the art to practicethe invention, including making and using any devices or systems andperforming any incorporated methods.

PARTS LIST

-   100 lower support unit-   110 first segment of apparatus 100-   110 a first end of first segment 110-   110 b second end of first segment 110-   110 c joint between horizontal portion 111 a and non-horizontal    portion 111 b-   111 a horizontal portion of first segment 110-   111 b non-horizontal portion of first segment 110-   112 a-112 d threaded adjustment holes of horizontal portion 111 a of    first segment 110-   114 a-114 c adjustment holes of non-horizontal portion 111 b of    first segment 110-   116 a-116 b adjustment holes of second segment 120-   118 a-118 d adjustment holes of third segment 130-   120 second segment-   120 a first end of second segment 120-   120 b second end of second segment 120-   130 third segment, deck support unit-   130 a first end of third segment 130-   130 b second end of third segment 130-   140 hinge mechanism-   142 a interior angle of hinge mechanism 140-   142 b exterior angle of hinge mechanism 140-   144 clevis pin-   144 x adjustment pin-   144 a-144 b adjustment holes of clevis pin 144-   146 a-146 b hinge angle adjustment holes-   148 a-148 b first and second pins-   150 first axis-   162 a-162 d non threaded adjustment holes of horizontal 111 a    portion of first segment-   170 deck-   210 metal tube-   212 metal bar-   218 cavity cross-section-   230 vehicle hitch-   232 a-232 b unthreaded hole of vehicle hitch 230-   262 a-262 b unthreaded hole of vehicle hitch 230-   311 a length of horizontal portion 111 a of first segment 110-   311 b length of non-horizontal portion 111 b of first segment 110-   320 length of second segment 120-   330 length of third segment 130-   432 a-432 b beveled corners-   482 length of a front edge of the deck 170-   486 length of a rear edge of the deck 170-   488 a length of distance from the rear edge to the font edge of deck    170-   488 b length 488 b of a left side edge of the deck 170-   530 lower support unit engagement member-   532 front safety rail-   536 rear safety rail-   538 a right side safety rail-   538 b left side safety rail-   584 a-584 b traffic signaling lights-   818 adjustment hole 818 of the lower support unit engagement member    530-   900 second embodiment of a lower support unit apparatus-   910 first segment of second embodiment-   912 a-912 e adjustment holes-   914 a-914 c adjustment holes-   916 a-916 e adjustment holes-   918 a-918 f adjustment holes-   920 second segment-   930 third segment of second embodiment-   940 a-940 f adjustment holes-   944 adjustment plate-   1032 removable rear side rail of deck 1070-   1036 removable rear side rail of deck 1070-   1038 a removable right side rail of deck 1070-   1038 b removable left side rail of deck 1070-   1040 stationary plate-   1042 direction of rotation-   1044 direction of rotation-   1048 circular shaped plate-   1048 a-1048 b plurality of holes-   1050 fence-   1052 metal sleeve-   1052 a bushing-   1052 b bottom portion of the bushing-   1054 rubber o-ring-   1070 deck-   1072 perimeter segment-   1080 rotatable shaft-   1084 a left tail light support fixture-   1084 b right tail light support fixture-   1086 license plate support fixture-   1110 t-bar accessory-   1110 a one side of t-bar accessory-   1110 b other side of t-bar accessory-   1112 horizontal adjustment holes of t-bar accessory-   1114 tail gate-   1116 cargo bed-   1118 vertical portion oft-bar-   1118 a vertical adjustment holes of t-bar accessory-   1120 bicycle rack-   1124 cargo bag-   1130 second embodiment of a bicycle rack assembly-   1132 smaller dimensioned tube-   1134 larger dimensioned (female) hollow tube-   1140 rack for rolled flooring-   1142 a-1142 b straps for rolled flooring-   1150 rack for kayak-   1152 a-1152 b straps for kayak-   1160 metal plate-   1162 a-1162 b fasteners-   1170 barbeque grill-   1180 vehicle

What is claimed is:
 1. An apparatus for horizontally extending a cargobed structure, the apparatus including: a support structure including, afirst portion that is designed for attaching to a hitch of a vehicle;and including a second portion that is designed for attaching to a firstside of a hinge, and a third portion that is designed for attaching toan opposite side of said hinge; said third portion is designed tosupport a deck; said deck is designed to horizontally extend a floor ofa cargo bed of said vehicle; and wherein said support structure isdesigned to adjust a vertical elevation of said hinge so that a verticalelevation of said deck is proximately equal to that of a verticalelevation of said floor of said cargo bed of said vehicle; and whereinsaid hinge is designed to support a substantial load of 500 pounds orgreater upon said third portion while said third portion is attached tosaid hinge, and wherein said hinge is designed to orient and lock saidthird portion into different angles of orientation, and wherein saidangles of orientation are adjustable and lockable via a link thatattaches said third portion to said second portion of said supportstructure.
 2. The apparatus of claim 1 wherein said angles oforientation are ranging between at least one of a horizontal angle oforientation and a vertical angle of orientation.
 3. The apparatus ofclaim 1 wherein said location of said hinge is located sufficiently faraway from a tailgate of said vehicle to allow said tailgate to be openedor closed while said support structure is in use.
 4. The apparatus ofclaim 1 wherein said support structure is designed so that a location ofsaid hinge is adjustable so as to be located sufficiently far away froma tailgate of said vehicle to allow said tailgate to be opened or closedwhile said support structure is in use with said vehicle.
 5. Theapparatus of claim 1 wherein a location of said hinge is adjustable andlockable via said link within a diagonal range of 10 inches.
 6. Theapparatus of claim 1 wherein said third portion is designed to beattached to a barbeque grill.
 7. The apparatus of claim 1 wherein saidthird portion is designed to attach to each of a variety of attachmentsincluding at least one of a t-bar, a carpet rack, a canoe rack or abicycle rack.
 8. The apparatus of claim 7 wherein said deck has at leastone of a support fixture for a license plate or a support fixture for atail light, that are each configured to rotate and to be oriented in avertical direction when said deck is oriented in a vertical orhorizontal direction.
 9. The apparatus of claim 1 including a ball hitchthat is attached to a distal end of said first segment.
 10. Theapparatus of claim 1 wherein a first segment and a second segment arejoined via an overlapped attachment along a diagonal axis, saidoverlapped attachment is configured to adjust a length of overlap toprovide for an adjustment of a location of said hinge.
 11. The apparatusof claim 10 wherein said overlapped attachment is locked via engaging athreaded fastener through at least one threaded hole, said at least onethreaded hole being disposed through at least one wall of an innersegment of said overlapped attachment to enable a pressing engagementbetween said inner segment and an outer segment.
 12. The apparatus ofclaim 11 wherein the threaded fastener is a bolt of at least ⅝ inches indiameter.
 13. The apparatus of claim 1, wherein a first segment is in asliding engagement with said hitch, and wherein said first segment is ina sliding engagement with a second segment, and wherein at least onesliding position of said sliding engagements, is locked via engaging athreaded fastener through at least one of threaded holes, said at leastone of threaded holes being disposed through at least one wall of aninner segment of at least one sliding engagement.
 14. The apparatus ofclaim 1, wherein an additional metal plate is attached along an insidesurface of a wall along said first segment and wherein threaded holesare extended through at least one of said plate and said wall to furtherfacilitate said pressing engagement between said inner segment and saidouter segment.
 15. A method for horizontally extending a cargo bedstructure, the method including the steps of: providing a supportstructure including, a first portion that is attached to a hitch of avehicle; and including a second portion that is attached to a first sideof a hinge, and a third portion that is attached to an opposite side ofsaid hinge; said third portion is designed to support a deck; said deckis designed to horizontally extend a floor of a cargo bed of saidvehicle; and wherein said support structure is designed to adjust avertical elevation of said hinge so that a vertical elevation of saiddeck is to be proximately equal to that of a vertical elevation of saidfloor of said cargo bed of said vehicle; and wherein said hinge isdesigned to support a substantial load of 500 pounds or greater uponsaid third portion while said third portion is attached to said hinge,and wherein said hinge is designed to orient and lock said third portioninto different angles of orientation, and wherein said angles oforientation are adjustable and lockable via a link that attaches saidthird portion to said second portion of said support structure.
 16. Themethod of claim 15 wherein said angles of orientation are rangingbetween at least one of a horizontal angle of orientation and a verticalangle of orientation.
 17. The method of claim 15 wherein said supportstructure is designed so that a location of said hinge is adjustable soas to be located sufficiently far away from a tailgate of said vehicleto allow said tailgate to be opened or closed while said supportstructure is in use with said vehicle.
 18. The method of claim 15wherein a location of said hinge is adjustable and lockable via saidlink within a diagonal range of 10 inches.
 19. The method of claim 15wherein said third portion is designed to attach to each of a variety ofattachments including at least one of a t-bar, a carpet rack, a canoerack or a bicycle rack.